2014 Kawasaki Ninja ZX-10R Specs

This is a discussion on 2014 Kawasaki Ninja ZX-10R Specs within the Kawi ZX-10R/ZX-6R forums, part of the Other Bikes category; 2014 KAWASAKI NINJA ZX-10R ABS
World Class Performance and Cutting Edge Technology
Nothing says superbike like the relentless incorporation of cutting edge technology that continually ...

2014 Kawasaki Ninja ZX-10R Specs

2014 KAWASAKI NINJA ZX-10R ABS

World Class Performance and Cutting Edge Technology

Nothing says superbike like the relentless incorporation of cutting edge technology that continually expands the envelope of motorcycle performance. The Kawasaki Ninja ZX-10R ABS superbike combines anti-lock braking with the latest technological advancements to offer performance that even the most expensive and exotic machines struggle to match. Using information gathered from competing—and winning—at the highest levels throughout the world, Kawasaki makes race-bred performance available to riders for the street and track. By making the ZX-10R better, riders have the opportunity to be their best.

Kawasaki developed the ZX-10R ABS’s electronic steering damper in joint cooperation with Öhlins. Controlled by a dedicated ECU located under the gas tank cover, this damper reacts to the rate of acceleration or deceleration, as well as rear wheel speed, to help provide the ideal level of damping force across a wide range of riding scenarios. The variable damping provides optimum rider feedback by enabling the use of lower damping forces during normal operation, without sacrificing the firm damping needed for high-speed stability. The result is a light and nimble steering feel at low speed, as well as superior damping at higher speeds or during extreme acceleration/deceleration. The anodized damper unit incorporates Öhlins’ twin-tube design to help ensure stable damping performance and superior kickback absorption. It is mounted horizontally at the front of the fuel tank and requires very few additional components and ads almost no weight compared to previous generations’ steering dampers.

At first, anti-lock braking might seem a touch out of place on a purebred sportbike. But this system was designed from the start to maximize performance. Once you consider the many benefits provided by the amazing electronic and hardware technology available today, it begins to make a lot of sense.

Kawasaki calls its high-performance anti-lock system KIBS – or Kawasaki Intelligent anti-lock Brake System. The use of “intelligent” is apropos, too, considering just how smart the KIBS is. It all starts with an incredibly small and light ABS unit that was designed by Bosch specifically with sportbikes in mind. The entire system only adds about 7 pounds of weight compared to the non-ABS machine, and a full pound of that weight is accounted for by the larger battery.

KIBS is a multi-sensing system, one that collects and monitors a wide range of information taken from wheel sensors (the same ones collecting data on the standard ZX-10R for its S-KTRC traction control system) and the bike’s ECU, including wheel speed, caliper pressure, engine rpm, throttle position, clutch actuation and gear position. The KIBS’s ECU actually communicates with the bike’s engine ECU and crunches the numbers, and when it notes a potential lock-up situation, it tells the Bosch ABS unit to temporarily reduce line pressure, allowing the wheel to once again regain traction.

Aside from this system’s ultra-fast response time, it offers a number of additional sport-riding benefits, including rear-end lift suppression during hard braking, minimal kickback during ABS intervention, and increased rear brake control during downshifts. The high-precision pressure control enables the system to maintain high brake performance, proper lever feel and help ensure the ABS pulses are minimized.

The rest of the 2014 Ninja ZX-10R ABS is equally advanced. Complete with a powerful engine and lightweight chassis, it also boasts a highly advanced and customizable electronic system that allows riders to harness and experience the ZX-10R ABS’s amazing blend of power and razor-edge handling. The system is called Sport-Kawasaki Traction Control.
Motorcyclists have forever been challenged by traction-related issues, whether on dirt, street or track. When talking about the absolute leading edge of open-class sportbike technology, where production street bikes are actually more capable than full-on race bikes from just a couple years ago, more consistent traction and enhanced confidence is a major plus.

The racing-derived S-KTRC system works by crunching numbers from a variety of parameters and sensors – wheel speed and slip, engine rpm, throttle position, acceleration, etc. There’s more data gathering and analysis going on here than on any other Kawasaki in history, and it’s all in the name of helping racers inch closer to the elusive “edge” of maximum traction than ever before. The S-KTRC system relies on complex software buried in the ZX-10R’s Electronic Control Unit (ECU); the only additional hardware is the lightweight speed sensors located on each wheel.

Unlike the KTRC system on Kawasaki’s Concours 14 ABS sport tourer, which primarily minimizes wheel slip on slick or broken surfaces as a rider aid, the S-KTRC system is designed to maximize performance by using complex analysis to predict when traction conditions are about to become unfavorable. By quickly but subtly reducing power just before the amount of slippage exceeds the optimal traction zone, the system – which processes every data point 200 times per second – maintains the optimum level of tire grip to maximize forward motion. The result is significantly better lap times and enhanced rider confidence – exactly what one needs when piloting a machine of this caliber.

The S-KTRC system offers three different modes of operation, which riders can select according to surface conditions, rider preference and skill level: Level 1 for max-grip track use, Level 2 for intermediate use, and Level 3 for slippery conditions. An LCD graph in the high-tech instrument cluster displays how much electronic intervention is occurring in real time and a thumb switch on the left handlebar pod allows simple, on-the-go mode changes.

The potent ZX-10R engine is a 16-valve, DOHC, liquid-cooled inline-four displacing 998cc via 76 x 55mm bore and stroke dimensions. This powerplant is tuned to optimize power delivery, center of gravity and actual engine placement within the chassis.

A primary goal of Kawasaki engineers was linear power delivery and engine manageability throughout all elements of a corner: the entry, getting back to neutral throttle at mid-corner, and heady, controllable acceleration at the exit. Peak torque was moved to a higher rpm range, which eliminates the power peaks and valleys that make it difficult for racers and track-day riders to open the throttle with confidence.

Large intake valves complemented by wide, polished intake ports allow for controllable power delivery and engine braking, just the thing to smooth those racetrack corner entries and exits. Camshafts built from chromoly steel further contribute to optimized engine braking and more controllable power delivery. Lightweight pistons mount to light and strong connecting rods. Compression is a full 13.0:1.

Cramming all that fuel and air into this amazing engine is a ram air-assisted fuel injection system featuring large throttle bodies (47mm) and sub-throttle valves, a large capacity airbox (9 liters), secondary injectors that improve top-end power characteristics, and a large ram-air intake that’s positioned close to the front of the bike for efficient airbox filling and power.

The final piece of the ZX-10R’s power-production formula is an exhaust system featuring a race-sped titanium header assembly, hydroformed collectors, a large-volume pre-chamber containing two catalyzers and a highly compact silencer. Due to the header’s race-spec design, riders and racers looking for more closed-course performance need only replace the slip-on muffler assembly.

With the engine producing a massive quantity of usable and controllable power, engineers looked to the chassis to help refine handling and overall road/track competency. The aluminum twin-spar frame is an all-cast assemblage of just seven pieces that features optimized flex characteristics for ideal rider feedback, cornering performance and light weight. Like the frame, the alloy swingarm is an all-cast assembly, with rigidity matching that of the frame itself.

Chassis geometry offers excellent stability and handling quickness. The front end geometry – with rake at 25 degrees and trail at 107mm (4.21 in.) – allows light, quick handling and complements the engine’s controllable power and the frame and swingarm’s flex characteristics.

Highly advanced suspension at both ends helps as well. Up front is a 43mm open-class version of the Big Piston Fork (BPF). Featuring a piston design nearly twice the size of a conventional cartridge fork, the BPF offers smooth action, less stiction, light weight and enhanced damping performance on the compression and rebound circuits. This compliance results in more control and feedback for the rider – just what you need when carving through a rippled sweeper at your local track or negotiating a decreasing-radius corner on your favorite backroad.

Suspension duties on the ZX-10R are handled by a Horizontal Back-Link design that positions the shock and linkage above the swingarm. Benefits include mass centralization, good road holding, compliance and stability, smooth action in the mid-stroke and good overall feedback. The fully adjustable shock features a piggyback reservoir and dual-range (low- and high-speed) compression damping.

Lightweight gravity-cast three-spoke wheels complement the tire fitment. Up front, Tokico radial-mount calipers grasp 310mm petal rotors and a 220mm petal rotor is squeezed by a lightweight single-piston caliper in back. The result is powerful stops with plenty of rider feedback and the added confidence of the KIBS ABS system.

Finally, Kawasaki engineers wrapped all this technology in bodywork as advanced and stylish as anything on this side of a MotoGP grid. The curvy edges and contrasting colored and black parts create a sharp, aggressive image. Line-beam headlights enable the use of a more compact front fairing, while LED turn signals are integrated into the mirror assemblies. Convenient turn-signal couplers allow easy mirror removal for track-day use. The rear fender assembly holding the rear signal stalks and license plate frame is also easily removable for track days. High-visibility LED lamps are also used for the taillight and position marker.

The instrumentation is highlighted by an LED-backlit bar-graph tachometer set above a multi-featured LCD info screen with numerous sections and data panels. A wide range of information is presented, including vehicle speed, odometer, dual trip meters, fuel consumption, Power Mode and S-KTRC level, low fuel, water temperature and much more. For track use, the LCD display can be set to “race” mode which moves the gear display to the center of the screen.

The ZX-10R’s ergonomics are designed for optimum comfort and control. A reasonable 32-inch seat height, adjustable footpegs and clip-ons mean that this is a hard-core sportbike you can actually take on an extended sport ride – and still be reasonably comfortable doing so.

The old saying, “power is nothing without control” is certainly apt where open-class sportbikes are concerned. But when you factor in all the engine, chassis and ergonomic control designed into the 2014 Ninja ZX-10R, you begin to realize you’re looking at one very special motorcycle – one that can take you places you’ve never been before.
Genuine Kawasaki Accessories are available through authorized Kawasaki dealers.

It has been a half century since Kawasaki started full-scale production of motorcycles. Our first motorcycle engine was designed based on technical know-how garnered from the development and production of aircraft engines. Our entry into the motorcycle industry was driven by Kawasaki's constant effort to develop new technologies. Over the years we have released numerous new models that have helped shape the market, and in the process created many enduring legends based on the speed and power of our machines. As Kawasaki's Commitment to Performance and Styling continues to redefine the standards of high performance and riding pleasure, our latest challenges will surely give birth to new legends!

Key Features
Öhlins-Kawasaki electronic steering damper reacts to current speed as well as rate of acceleration and deceleration to vary the amount of damping force across a wide range of riding scenarios for ease of operation and optimal rider feedback
Engine and chassis work together to allow for linear power delivery
Sport-Kawasaki Traction Control (S-KTRC) continuously monitors wheel speed, throttle position, engine rpm and a host of other data to help ensure the optimal amount of traction without crossing over the razor’s edge of adhesion
Advanced Kawasaki Intelligent Anti-lock Braking System monitors a wide range of data and enhances rider control
Power Mode selector allows riders to select power level and power delivery to match riding conditions
Aluminum frame has ideal strength and rigidity for maximum performance
Big Piston Fork (BPF) helps maintain composure under braking and contributes to the fork’s light weight
Horizontal back-link rear suspension helps deliver smooth suspension action with good road holding over a variety of pavement conditions
Slipper-type back-torque limiting clutch helps prevent rear wheel hop under extreme deceleration and improves corner entry handling
Race-oriented instrumentation offers riders a wealth of information at a glance

Öhlins-Kawasaki Electronic Steering Damper
Specially tuned for the 2014 ZX-10R, this electronic damper helps provide the ideal amount of damping force across a wide range of riding scenarios
Maintains a high level of rider feedback by allowing lower damping forces under less taxing conditions, but quickly adapts to increase damping and enhance high-speed stability when required
Reacts to current speed as well as rate of acceleration or deceleration to help provide light steering feel at low speed, as well as superior damping at higher speeds or during extreme acceleration/deceleration
Uses Öhlins’ patented twin-tube design to help ensure stable damping performance and superior kickback absorption

Liquid-cooled DOHC 998cc Inline-four Engine
Design is compact, narrow and lightweight
Camshafts, crankshaft and pistons designed to complement the engine’s prodigious power production
Large intake valves, camshaft profiles and port shapes help maximize power production and smooth power delivery
Chromoly camshafts enhance durability
Single-shaft secondary balancer helps reduce vibration; its use allows several vibration-damping parts to be simplified and lightened
Strong connecting rods suit the power potential of this engine
ECU is small enough to be tucked away in a slot in the airbox assembly
One-piece upper crankcase and cylinder casting offers maximum rigidity
Low-friction oil pump reduces parasitic power loss
A lightweight radiator with tightly packed cores provides efficient engine cooling
A liquid-cooled aluminum oil cooler promotes high-efficiency heat dissipation
Intake and exhaust valves are titanium to reduce reciprocating weight and stress at high rpm

Dual-injector Digital Fuel Injection
Large 47mm throttle bodies help with throttle control
Secondary fuel injectors enhance power output and power characteristics at high rpm; the lower injectors are always on, while upper injectors come on as needed according to degree of throttle opening and engine rpm
Oval-shaped throttle bodies allow precise throttle control and instant response
An Idle Speed Control (ISC) valve on the throttle body unit automatically adjusts idle speed, contributing to easier starts and off-idle throttle response

Sport-Kawasaki Traction Control – S-KTRC
A highly sophisticated electronic system based on actual Kawasaki racing experience that’s designed to maximize forward motion by allowing racers to ride closer to the edge of traction
The system crunches a wide range of data, including throttle position, wheel speed, engine rpm, wheel slippage and acceleration, with help from a speed sensor fitted to each wheel
The quickest acceleration requires a certain amount of wheel slippage, so to optimize traction, S-KTRC actually allows for optimum wheelspin
Using complex analysis, the system is able to predict when traction conditions are about to become unfavorable. By acting before slippage exceeds the range for optimal traction, the system can quickly and smoothly reduce power slightly so the wheel regains traction
S-KTRC confirms conditions 200 times per second and governs ignition, which allows extremely quick response to changing conditions
Riders can choose between three operational modes, depending on skill level and conditions
A level meter on the LCD instrument panel displays how much electronic intervention the system is providing, in real time

Kawasaki Intelligent Anti-lock Braking System (KIBS)
Advanced track-ready anti-lock braking system
Utilizes a Bosch-built ABS unit that’s half the size of a standard unit and considerably lighter
KIBS monitors a wide range of data, including front and rear wheel speed, throttle position, gear selection, engine rpm, caliper pressure, clutch actuation and more to help prevent wheel locking
High-precision brake pressure control offers a number of sport riding benefits, including rear-end lift suppression, minimal kickback during operation and consistent lever feel
ABS unit is located close to the bike’s center of mass, behind the left engine cylinder, which minimizes the effects of the added weight
System uses wheel speed sensors already fitted to the non-ABS ZX-10R (used for S-KTRC traction control system)
A radial-pump front master cylinder provides the ultimate in front brake feel and feedback
Tokico radial-mount brake calipers use dual pads and offer a superb initial bite, progressive feel and a high degree of feedback to the rider
A pair of 5.5mm thick, 310mm petal discs provides the heat dissipation needed to maintain brake feel and responsiveness during extended heavy use
A 220mm rear petal disc gripped by a single-piston caliper provides excellent feel and feedback

Ram-air Intake
A highly efficient and forward-positioned ram air intake is designed for low intake noise and good intake efficiency
9-liter airbox enhances breathing and power
Oval-section intake funnels promote non-turbulent flow at all rpm

Titanium Exhaust System
Titanium-header exhaust system with hydroformed header pipes and small, lightweight muffler assembly uses a pre-chamber that houses two catalyzers for emissions and sound reduction
Headers have nearly identical specs to their roadracing counterparts, which makes it easier for riders to increase track performance with the simple addition of a less-restrictive muffler; now there’s no need to replace the lightweight and race-spec header assembly
Dual catalyzers help the ZX-10R meet strict U.S. and Euro III exhaust emissions standards

Six-speed Transmission
Race-style cassette transmission allows simple trackside gearing changes to suit individual circuits
The “cassette” is located high enough that it can be accessed without having to drain engine oil
Primary and final reduction ratios minimize rear end movement (squat/lift) during acceleration and deceleration
Close-ratio 4th, 5th and 6th gears complement the ZX-10R’s circuit performance
Overall gear ratios suit the power characteristics for ideal power delivery in all rpm ranges
An adjustable back-torque limiting clutch facilitates smooth downshifts, a main contributor to stability under heavy braking

Chassis / Frame
Aluminum-alloy frame offers optimal flex and rigidity characteristics for balanced handling on street or track
Chassis geometry allows sharp steering characteristics and crisp handling with no corresponding tradeoff in chassis stability at speed
Frame is an all-cast construction of only seven pieces, with ideal wall thicknesses that provide adequate strength and optimized rigidity
Front end weight aids aggressive, on-the-gas corner exits
Modifying or removing the exhaust pre-chamber (for racetrack applications only) enables two chain links to be removed, which offers riders the opportunity to alter chassis geometry by shortening the wheelbase by up to 16mm to suit different track layouts
Like the frame, the alloy swingarm is an all-cast design, with just three pieces
Narrow subframe layout contributes to the compact and slim tail section

Horizontal Back-link Rear Suspension
Shock and linkage are positioned above the swingarm
The design offers excellent road-holding, smooth suspension action, and stability and feedback when cornering
The design positions the shock’s upper link to spread out the load and contribute to enhanced overall frame rigidity and improved mass centralization and chassis balance
The fully adjustable shock features a piggyback reservoir and dual (high- and low-speed) compression damping, which enables fine tuning for racing or track-day use
The Big Piston Fork (BPF) and Back-link suspension system contribute to rider control and faster lap times

Big Piston Fork (BPF)
The Big Piston Fork’s (BPF) 43mm inner tubes is one of the contributing factors to the bike’s composure under braking
Compared to a cartridge-type fork of the same size, the BPF features a 39.6mm main piston
Oil inside the BPF acts on a surface area almost four times the size of a conventional fork’s. The larger surface area allows damping pressure to be reduced while helping to ensure that damping force remains the same
Reducing damping pressure allows the inner fork tube to move more smoothly, which is especially noticeable at the initial part of the stroke. The result is greater control as the fork compresses and very calm attitude change as vehicle weight shifts forward under braking, and contributing to greater chassis stability on corner entry
Because the BPF eliminates many of the internal components of a traditional cartridge fork, construction is simplified and overall fork weight is reduced
Compression and rebound damping adjustments are located at the top of each fork tube, while preload is now at the bottom